Wikipedia

Ford Pinto engine

TheFord Pinto enginewas the unofficial name for afour-cylinderinternal combustion enginebuilt byFord Europe.In Ford sales literature, it was referred to as theEAOorOHCengine and because it was designed to the metric system, it was sometimes called the "metric engine". The internal Ford codename for the unit was theT88-seriesengine. European Ford service literature refers to it as theTaunus In-Lineengine (hence theTLcodenames). In North America it was known as theLima In-Line(LL), or simply theLima enginedue to its being manufactured atLima EngineinLima, Ohio.

Ford Pinto engine
Overview
ManufacturerFord Motor Company
Also calledEAO/OHC
T88-series
Taunus/Lima in-line
Production1970–2001
Layout
ConfigurationInline-4
Displacement1.3–2.5 L (1,294–2,504 cc)
Cylinder bore
  • 79 mm (3.11 in)
  • 81 mm (3.19 in)
  • 86.2 mm (3.39 in)
  • 87.7 mm (3.45 in)
  • 89.3 mm (3.52 in)
  • 90.82 mm (3.58 in)
  • 96.04 mm (3.78 in)
Piston stroke
  • 66 mm (2.6 in)
  • 76.2 mm (3.00 in)
  • 76.95 mm (3.030 in)
  • 79.4 mm (3.13 in)
  • 86.4 mm (3.40 in)
Cylinder blockmaterialCast Iron
Cylinder headmaterialCast Iron
ValvetrainSOHC2 valves x cyl.
Compression ratio8.0:1–9.5:1
Combustion
TurbochargerGarrettwithintercooler(on some versions)
FuelsystemPierburg,MotorcraftorWeber carburetors
Fuel injection
ManagementBoschL-Jetronic(on some versions)
Fuel typeGasoline
Oil systemWet sump
Cooling systemWater-cooled
Output
Power output54–205 hp (40–153 kW)
Torque output90–240 N⋅m (66–177 lb⋅ft)
Chronology
PredecessorEssex V4/Taunus V4 engine

It was used in many European Fordcarsand was exported to theUnited Statesto be used in theFord Pinto,a successfulsubcompact carof the 1970s, hence the name which is used most often for the unit. In Britain, it is commonly used in manykit carsandhot rods,especially in the 2-litre size.

Pinto OHC (TL)

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In Europe, thePinto OHCwas introduced in 1970 to replace theEssex V4used in theCorsairas that range was subsumed into the Mk3CortinaandTaunus V4for the German Fords range (mainly the newTaunusTC). It was the first Ford engine to feature a belt-drivenoverhead camshaft.Early Pinto engines suffered from excessive cam and follower wear, this was later addressed by nitriding the cam lobes and followers, and the fitment of a spray bar, which sprayed oil directly at the camshaft. All standard production Pinto engines had a cast iron cylinder block and a cast iron, crossflow, single overhead camshaft cylinder head with two valves per cylinder operated by finger followers.

Applications:

The Pinto engine was available in fivedisplacements:1.3 L (1,294 cc), earlier 1.6 L (1,593 cc), later 1.6 L (1,598 cc), 1.8 L (1,796 cc) and the 2.0 L (1,993 cc). Later 2.0 L (1,998 cc). Due to emission requirements, it was phased out towards the end of the 1980s to be replaced by theCVH engineandDOHC engine,the latter being (contrary to popular belief) a completely new design and not a twin-cam development of the Pinto unit. The onlyDOHCdirect derivative of Pinto engine is the Cosworth YB 16-valve engine, poweringFord SierraandFord EscortRS Cosworth variants and featuring a cast aluminium alloy cylinder head developed specially by Cosworth fitted to a modified Pinto cast iron block.

The final Pinto engines used in Ford of Europe production vehicles were the 1.6 L (1,598 cc) litre versions used in the Sierra until 1992, and the last 2.0 L (1,998 cc) units were used in the Transit until 1994.

1.3 (TL13)

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The smallest member of the family was the 1.3 L (1,294 cc) which had a 79 mm × 66 mm (3.11 in × 2.60 in) bore and stroke. It was produced in twocompression ratioversions:

  • TL13L – the low compression (LC) variant, which developed 40–43 kW (54–58 hp) / 90–92 N⋅m (66–68 lb⋅ft) depending oncarburetormodel, had a compression ratio of 8.0:1 and the engine codes started with 'JA'
  • TL13H — the high compression (HC) variant, which developed 43–46 kW (58–62 hp) / 97–98 N⋅m (72–72 lb⋅ft) depending on carburetor model had a compression ratio of 9.0:1 and the engine codes started with 'JC'

The fuel was supplied by theMotorcraftsingle-barrel (1V) carburetor in the early models (until April 1979), andMotorcraftVV ( "variable venturi" ) carburetor for the vehicles built after April 1979.

Applications:

1.6 (TL16)

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Early low compression variant (TL16L)

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Initially, the 1.6 L (1,593 cc) had a bore of 87.7 mm (3.45 in) and shared thecrankshaftwith the 1.3 L model with a stroke of 66 mm (2.60 in) giving the displacement of 1.6 L (1,593 cc). TheTL16Lhad a compression ratio of 8.2:1 and developed 48–51 kW (64–68 hp) of power and 111–113 N⋅m (82–83 lb⋅ft) of torque depending on the carburetor and application. As the 1.3 L model, it used theMotorcraft1V and, later, theMotorcraftVV carburetors. The engine code of the low compression variant started with 'LA'.

Applications:

Early high compression variant (TL16H)

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The HC version of the early 1.6 L (1,593 cc) had the same bore and stroke as the LC version, but the compression ratio was higher (9.2:1), allowing it to produce 53 kW (71 hp) of power and 118 N⋅m (87 lb⋅ft) of torque. It used the same carburetor models as the low compression version (Motorcraft1V andMotorcraftVV).

Applications:

Increased performance (GT) variant (TL16G)

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From the beginning of the production run, the 1.6 L (1,593 cc) had a special, 'sporty' version which featured:

With such an improvement package, the engine produced 66 kW (89 hp) of power and 125 N⋅m (92 lb⋅ft) of torque.

Applications:

Late variant (TL16E)

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At the beginning of 1984, Ford Pinto engine displacement range switched from 1.3/1.6/2.0 to 1.6/1.8/2.0. The newly introduced 1.8 L engine used the 2.0 L crankshaft, so to uniform engine parts for the whole range after dropping the 1.3 L — the 1.6 L was redesigned to also take the 2.0 L crankshaft which had a 76.95 mm (3.030 in) stroke. This of course led to bringing the bore down to 3.19 in (81 mm) to keep the displacement within range — it was now 1.6 L (1,598 cc). The TL16E became now the only available 1.6 L engine of the Pinto range. Although the compression ratio was raised to 9.5:1, the power figures did not differ much from the earlier TL16H version — the engine developed 56 kW (75 hp) of power and 123 N⋅m (91 lb⋅ft) of torque. This engine is sometimes referred to as1.6 E-Maxengine.

Applications:

1.8 (TL18H)

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The 1.8 L (1,798 cc) Pinto engine was introduced in 1984 as a replacement for the "old" 1.6 L. The engine had an 86.2 mm (3.39 in) bore and 76.95 mm (3.03 in) stroke giving the displacement of 1.8 L (1,796 cc). Output was 66 kW (89 hp) of power and 140 N⋅m (103 lb⋅ft). Fuel was supplied by the Pierburg 2E3 28/32 carburetor.

Applications:

2.0 (TL20)

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The 2.0 L (1,993 cc) was used in many Ford vehicles from the early 1970s. Due to its robustness and high tuning potential, it was often used as an aftermarket engine upgrade or base for building race and rally engines — not exclusively in Ford cars. The engine has bore of 90.8 mm (3.57 in) and 77 mm (3.03 in) stroke giving the displacement of 2.0 L (1,993 cc). It was manufactured in several variants:

Low compression variant (TL20L)

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Three completely different LC variants of the 2.0 L were produced. One was used on the 1970–1982 Ford Taunus export version to Sweden — fitted with the Weber DGAV 32/32 carburetor and compression ratio lowered to 8.2:1 to meet the rigorous emission specifications; it delivered 64 kW (86 hp) of power and 140 N⋅m (103 lb⋅ft) of torque. The second one was used on 1978–1991Ford Transitsand P100 models. With modified induction and Motorcraft 1V carburetor, it produced 57 kW (76 hp) of power and 156 N⋅m (115 lb⋅ft) of torque available at only 2800 rpm. The compression ratio in this case was also 8.2:1. The Transits also used the third variant called the "Economy" engine. The power figure of this one was even lower — it developed only 43 kW (58 hp).

Applications:

  • 1970–1982Ford TaunusSweden export version (engine code NA)
  • 1978–1994Ford Transit(engine codes NAT, NAV, NAW, NAX, NBA )
  • 1988–1993Ford P100(engine code NAE)
  • 1977–1986Ford Transit"Economy" version (engine code NUT)

Standard (high compression) variant (TL20H)

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Although Ford marked its standard 2.0 L engine as HC, it actually uses engine codes meant for the 'increased performance variant' engines (coding starting with 'NE'), these have a compression ratio of to 9.2:1. This engine used different carburetor models across the years:

  • Weber DGAV 32/36 - on all cars up to 1987
  • Weber DFTH 30/34 - from 1987 until the end of production run (1989)
  • Weber DFAV 32/36 - on engines exported to USA

The engine produced 74 kW (99 hp) of power and 156 N⋅m (115 lb⋅ft) of torque, though a few models with a higher output were produced (for example an 81 kW (109 hp) version used in 1976 Ford Escort RS2000).

Applications:

Injection variant (TL20EFI)

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The injected 2.0 L used theFord EEC-IVengine control system which brought the output up to 85 kW (114 hp) of power and 160 N⋅m (118 lb⋅ft)[1]of torque, although much of this increased performance can be attributed to the improved design of the EFI variants cylinder head.[2]As the EEC-IV installation on most of those engines contains someBoschparts that are easily visible in the engine compartment (air flow meter of the electromechanical "flap" type, injectors, fuel pressure regulator etc.), it is often - but falsely believed that they are fitted with the BoschL-Jetronicinjectionsystem. Some of the TL20EFI engines have closed-loop lambda control, while others are lacking that feature.

Applications:

Single point injection variant (TL20CFI)

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This variant was used in Ford Transit exclusively. The power output was 57 kW (76 hp).

Applications:

Cosworth YB (CH20EFI)

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In the beginning of the 1980s,Cosworthdeveloped a 16-valve performance head conversion for the Pinto engine. This was seen by a Ford executive who asked Cosworth to develop it with aturbofor use in the newFord Sierra RS Cosworth. The engine is therefore based on a modified Pinto block topped with the Cosworth-developed alloy head andGarrettturbo.

Lima OHC (LL)

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The "Lima" versions of the engine debuted in 2.3 L (2,301 cc) form in theFord Pinto,but although they share their basic architecture with the European version (and to a casual observer, look almost identical), they actually have few interchangeable parts. The European version did find its way into North America however in theMercury Capri,which was acaptive importfrom Ford of Europe's factories in Germany.

2.0

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The 2.0 litre version was a narrower-bore version of the original 2.3 liter "Lima" four. Bore and stroke are 89.3 and 79.4 mm (3.52 and 3.13 in), respectively, for an overall displacement of 2.0 L; 121.4 cu in (1,990 cc). This engine was installed in the 1983–1988 Ford Rangers and in some Argentinian Ford Taunus.

Applications

2.3 (LL23)

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TheFord Pintoused theOHCversion, a 2.3 L (2,301 cc) unit introduced in 1974 which has a 96.04 mm (3.78 in) bore and 79.4 mm (3.13 in) stroke. This version lasted until 1997 in various guises. The earliest units produced 66 kW (89 hp) and 160 N⋅m (118 lb⋅ft). This engine has also been known as the Lima engine, after theLima Engineplant inLima, Ohio,where it was first manufactured (it was also manufactured inBrazilstarting in 1974).

In 1979–80, a draw-through, non-intercooledturbo version was produced for Mustang Cobras and some Capris. Lack of dealership and owner training resulted in many stuck turbochargers and other maintenance problems. They were limited to 5 psi (0.34 bar) of boost, though Ford Motorsport sold a wastegate with an adjustable rod which allowed an increase up to 9 psi (0.62 bar). It was used in this carbureted form in a number of passenger cars, from the Fairmont Futura Turbo to the 1979 Indy Pace Car edition Mustang.

In 1983, Ford introduced a fuel-injected version of the turbocharged engine, which was used in theThunderbird Turbo Coupeand the Turbo GT trim of theMustang.In 1984, theMustang SVOwas introduced with an intercooler, initially producing 175 hp (130 kW) and later increased to 205 hp (153 kW) in 1985½. After the SVO was discontinued, the intercooler was added to the Turbo Coupe. Output for this turbo/intercooled version was 190 hp (142 kW) and 240 N⋅m (177 lb⋅ft) for the 1987–88 models with the five-speed (T-5)manual transmission.In addition to the 1983–1984 Mustang Turbo GT and 1983–1986 Turbo Coupe, the non-intercooled version of the engine was also used in the 1985–89Merkur XR4Tiand 1984–1986Mercury Cougar XR7,producing 155 hp (116 kW) and 190 lb⋅ft (258 N⋅m).

A version with two spark plugs per cylinder, distributor-less ignition, and reduced main bearing sizes was introduced in the 1989Ford Rangerand 1991Ford Mustang.This engine produced 105 hp (78 kW) and 183 N⋅m (135 lb⋅ft).

Applications
Turbocharged and intercooled 2.3 liter engine in a 1986 Mustang SVO
  • Turbo
    • 1979–1981 Ford Mustang
    • 1979–1981 Mercury Capri
    • 1980 Ford Fairmont (all body styles except wagons)
    • 1980 Mercury Zephyr (all body styles except wagons)
    • 1985–1989Merkur XR4Ti
    • 1983–1986 Thunderbird Turbo Coupe
    • 1984–1986 Mercury Cougar XR7
    • 1983–1984 Mustang Turbo GT (W Code)
    • 1983–1984 Capri Turbo RS
  • Turbo/Intercooler

2.5 (LL25)

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A stroked by 7 mm (0.28 in) version of the 2.3 OHCFord Rangerengine appeared in 1998 yielding 2504 cc. In addition to the longer stroke, it used higher-flow cylinder heads utilizing narrower 7 mm (0.28 in) valve stems. Crankshaft counterbalance weights were increased in count from 4 to 8. Output was 119 hp (89 kW) and 202 N⋅m (149 lb⋅ft). It was replaced in 2001 by the Mazda-derivedDuratec 23,but Ford Power Products continues to sell this engine as theLRG-425.

Applications:

See also

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References

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Wikimedia Commons has media related toFord Lima engine.
  1. ^"Ford Scorpio I 2.0i Technical Specs, Dimensions".
  2. ^Hammill, Des (2001). "5".How to Build and Power Tune Ford Pinto Engines (Including Cosworth).Veloce Publishing Ltd.ISBN978-1903706107.
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